Engine-valve control.



I. BAKER.

ENGINE VALVE CONTROL.

APPLICATION PIPED OUT. 23, 1912.

1,077,581 Patented Nov. 4, 1913.

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1,077,581. Patented New}, 1913.

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I. BAKER.

ENGINE VALVE CONTROL.

APPLICATION FILED OCT. 23, 912. I 1,077,581 Patented Nov. 4, 1913.

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IRVIN BAKER, OF LA'ITY, OHIO.

ENGINE-VALVE CONTROL.

Specification of Letters Patent.

Patented Nov. 4, 1913.

Application filed October 23, 1912. Serial No. 727,463.

To all whom it may concern Be it known that I, IRVIN BAKER, a citizen of the United States, residing at Latty, in the county of Paulding and State of Ohio, have invented a new and useful Engine- Valve Control, of which the following is a specification.

One object of the present invention is to provide an internal combustion engine of the compound type, in which exhaust from one cylinder is made effective to actuate a piston operating in another cylinder.

A further object of the invention is to provide a valve gearing of novel and improved form, for use in an internal combustion engine.

With the foregoing and other objects in view, which will appear as the description proceeds, the invention resides in the combination and arrangement of parts and in the details of construction hereinafter described and claimed, it being understood that changes in the precise embodiment of invention herein disclosed can be made within the scope of what is claimed without departing from the spirit of the invention.

In the drawings, Figure 1 shows the invention in side elevation; Fig. 2 is a top plan parts being broken away; Fig. 3 is a cross section on the line AB of Fig. 1; Fig. 4 is a cross section on the line CD of Fig. 2; Fig. 5 is a fragmental longitudinal section of the main cylinder; Fig. 6 is a transverse section of the main cylinder; Fig. 7 is a fragmental section of the cross head, parts appearing in elevation; Fig. 8 is an elevation of the intermeshing pinions and the cam which operates the valve; and Fig. 9 is a perspective of the valve-operating mechanism; and Fig. 10 is a perspective of the piston valve and adjacent mechanism.

The numeral 1 indicates a bed support ing a main cylinder 2, and guides 3 in which operates a cross head 4 connected by means of a pitman 5 with a crank 6 upon the en gine shaft 7. The numeral 8 indicates a hollow piston rod operating in the main cylinder 2 and connected to a. piston head 9 operating in the main cylinder. In the rear face of the head 9 there is a chamber 100, an in terior chamber 101 being located within the piston head. The chambers 100 and 101 are connected by a passage 102, and a port 103 leads from the chamber 101 through the forward face of the piston head. A valve stem 104 is mounted to slide in the passage 102,

without obstructingthe flow of fluid pres sure through the passage. The stem 104 is equipped with a. valve 105, adapted to close the passage. A piston rod '11 is journaled for rotation in the hollow piston rod 8, the rod 11 carrying a crank arm 12 located in the chamber 101 and terminally provided with spaced fingers 106 adapted to engage a reduced part 107 of the stem 104. Secured to the rod 11 is an upstanding crank arm 15. A spring 16 bears against the crank arm 15 and against the cross head 4, to prevent relative sliding movement between the rods 11 and 8. A link 17 extends transversely of the guides 9, the link 17 being united by a connection 18 with the crank arm 15 for pivotal movement, the connection 18 being adjustably mounted in a slot 19 in the crank arm 15, so that by regulating the position of the connection 18 in the slot 19, the movement of the crank arm 12 and consequently the movement of the valve 105 may be adjusted.

The outer end of the link 17 is pivoted to a crank arm 20, mounted to slide upon a polygonal rock shaft 22 journaled alongside the engine bed 1, the construction being such that the crank arm 20 may slide longitudinally of the rock shaft 22. If, however, rotatory movement is imparted to the rock shaft 22, the crank arm 20 will be operated, actuating the link 17 and rotating the rod 11 to operate the crank arm 12 and the valve 105. There is an extension 21 upon the cross head 4 which engages the crank arm 20' to slide the same to and fro along the rock shaft 22, the crank arm 20 being freely movable in the extension 21, transversely of the engine bed 1.

Secured to one end of the polygonal rock shaft 22 is a crank arm 23 normally depressed by a spring 24 surrounding the plunger 25 pivoted to a crank arm, the plunger 25 moving vertically in a bracket 26 secured to one of the guides 3or to any other accessible portion of the engine frame. The spring 24, as will be understood readily, abuts against the bracket 26 and against the crank arm 23 to depress the crank arm. A lever 27 extends longitudinally of the engine bed, the lever 27 being fulcrumed as indicated at 28 upon a bracket 28 projecting from the engine bed. The lever 27 is raised and lowered by means of a cam 29 secured to a shaft 30 journaled in the engine bed, the shaft 30 carrying a pinion 31 meshing into a smaller pinion 32 secured to the engine shaft 7. Mounted upon theengine shaft 7 is a governor 33 operatively connected with a lever 34 fulcrumed at 35 upon a bracket 36 secured to the engine bed, the lever 34 having horizontal movement. The lever 34 terminates in a head 37 adapted to be moved into the path of a shoulder 38 formed in a pin 39 depending from the lever 27. Formed integrally with the main cylinder 2 or located adjacent thereto is an auxiliary cylinder 40. The head 108 of the cylinder 2 and the head 109 of the cylinder 40 are preferably formed integrally. In the inner face of the head 108 there is arecess 110 opening into the cylinder 2. A spark plug 111 or other suitable igniting device communicates with the recess 110. From the recess 110 a passage 112 leads to the periphery of the head 10S. Branched off from the passage 112 is another passage 114 leading into the head 109 and communicating with a recess 115 in the head 109, the'recess 115 opening into the cylinder. A valve stem 116 is mounted to slide in the passage 112, the valve stem 116 carrying a valve 117 which closes the passage 112 above the passage 114. The valve 117 is normally constrained into a closed position by means of a spring 113, connected with the exposed, lower end of the stem 16. A lever 119 extends alongside of the engine bed, the lever being fulcruined intermediate its ends upon the engine bed as indicated at 120. The forward end of the lever 119 is adapted to be engaged by a projecting pin 121 outstanding radially from the rear end of the rock shaft 22. Located adjacent the forward end of the cylinder 40 is an exhaust outlet 42 which may carry a muffler 42 The fuel inlet valve 122 opens into the cylinder 2, adjacent the rear end of the cylinder.

A piston rod 43 operates in the cylinder 40, the rod 43 carrying a piston head The piston rod 43 is united with a pitman 123, connected with a crank 124 formed on one end of the engine shaft 7.

The cycle of the engine will first be explained, and subsequently, the action of the mechanism whereby the several valves are controlled, will be set forth.

At the left end of Fig. 2 are placed ase ries of arrows indicating successive strokes of the engine. Let it be supposed that a charge has been drawn into the cylinder 2 through the fuel inlet valve 122, and that this charge has been compressed and ignited. The piston head 9 will thereupon make the stroke A, which is a power stroke. As the piston head 9 arrives at the end of the stroke A, the valve 117 will. be lifted, permitting the exhaust to pass from the recess 110 in the head 108, the exhaust passing thence into the passage 112 and through the passage 114 into the recess 115 in the head 109. The

exhaust will thus enter the cylinder 40 and actuate the piston head 44. The valve 117 will then close. Immediately after the valve 117 closes, the valve 105 will open, so that while the head 9 is making the stroke 13, under the action of the exhaust which in the cylinder 40, is actuating the head 44, there will be no back pressure in the cylinder 2. At the end of the stroke B, the valve 105. will close, whereupon the head 9 will make the stroke C, which is a suction stroke, explosive mixture being drawn into the cylinder 2 through the fuel inlet 122. The piston head 9 will then make the stroke D, which is a compression stroke, at the end of which the charge will be ignited, the cycle being repeated- I \Vhen the engine shaft 7 rotates, the pinion 32, meshing into the pinion 31, will actuate the cam 29, the cam 29 elevating the lever 27 and the lever 27 actuatin the crank I arm 23 which, in its turn, will rotate the rock shaft- 22, the arm 20 and the link 17 actuating the crank arm 15 and rotating the piston rod 11, thereby causing the valve 105 to be opened. When the rock shaft 22 is actuated, the projecting pin 121 will, at the proper time, tilt the lever 119 and actuate the rod 116 and the valve 117. It will be understood that the travel of the valve 105 may be regulated by shifting the connection 18 in the crank arm 15.

Should the engine begin to race, the governor 33 will actuate the lever 34, moving the same upon the fulcrum 35 and advancing the head 37 into the path of vertical travel of the pin 39, whereupon the head 37 will engage the shoulder 38 and hold the lever 27 elevated so that the lever can no longer ac tuate the rock shaft 22 through the medium of the crank arm 23. When the lever 27 is held elevated by the portion 37 of the lever 34, the valve 105 will be held in an open position and there will be no suction of an explosive mixture into the main cylinder 2. Consequently, when the governor operates in the manner above described, upon a racing of the engine, there will be a throttling of the engine, due to missed explosions.

Having thus described the invention, Whatis claimed is 1. In an internal combustion engine, communicating main and auxiliary cylinders; a

valve controlling the passage of the exhaust from the main cylinder to the auxiliary cylinder; piston structures operating in the cylinders; a valve in the piston structure of the main cylinder; an engine shaft with which I inder; piston structures operating in the cylinders; a valve in the piston structure of the main cylinder; an engine shaft with which the piston structures are operatively connected; means for actuating the exhaust controlling valve; a rock shaft supported for rotation and having an eccentric portion engaging the valve actuating means for operatively connecting the rock shaft with the engine shaft; and slidable means for actuating the piston valve, mounted on the rock shaft to rock therewith.

3. In an internal combustion engine, communicating main and auxiliary cylinders; a valve controlling the passage of the exhaust from the main cylinder to the auxiliary cylinder; piston structures operating in the cylinders; an engine shaft with which the piston structures are operatively connected; a movable member adapted to actuate the valve; a rock shaft supported for rotation and provided with an eccentric portion engaging said member; a crank arm projecting from the rock shaft; a lever movable to engage the crank arm; a cam rotatably supported adjacent the lever and positioned to engage the same; and means for operatively connecting the cam with the engine shaft.

4. In an internal combustion engine, communicating main and auxiliary cylinders; a valve controlling the passage of the exhaust from the main cylinder to the auxiliary cylinder; piston structures operating in the cylinders; an engine shaft with which the piston structures are operatively connected; a valve movable in the piston structure of the main cylinder and timed for op eration subsequent to the first mentioned valve; a single means for actuating both valves from the engine shaft; and governor controlled mechanism for rendering said means inactive.

5. In an internal combustion engine communicating main and auxiliary cylinders; a valve controlling the passage of the exhaust from the main cylinder to the auxiliary cylinder; pistons operating in the cylinders; an engine shaft; means for connecting the piston of the auxiliary cylinder with the engine shaft; a hollow piston rod connected with the piston of the main cylinder; means for connecting the hollow piston rod with the engine shaft; a rod journaled within the hollow piston rod; a valve in the piston of the main cylinder, operable when the journaled rod is actuated; a rock shaft hav ing eccentric portions respectively controlling the exhaust valve and rotating the journaled rod; and means for imparting movement to the rock shaft from the engine shaft.

6. In an internal combustion engine, communicating main and auxiliary cylinders; a valve controlling the passage of the exhaust from the main cylinder to the auxiliary cyl inder; pistons operating in the cylinders; an engine shaft; means for operatively connecting the piston of the auxiliary cylinder with the engine shaft; a piston operating in the main cylinder; a hollow piston rod connected with the piston of the main cylinder and operatively connected with the engine shaft; a valve in the piston of the main cylinder; a rod rotatable in the hollow piston rod and having means to operate the last specified valve; a rock shaft supported for rotation; means for operatively connecting the rock shaft with the first specified valve; means for operatively connecting the rock shaft with the rotatable rod and with the engine shaft.

7. In an internal combustion engine, communicating main and auxiliary cylinders; a piston operating in the auxiliary cylinder: an engine shaft; means for connecting the piston operatively with the engine shaft; a hollow piston rod operating in the main cylinder; a piston head carried by the hollow rod; a valve in the piston of the main cylinder; a rod rotatable in the hollow piston rod and having means to actuate the valve; a polygonal rock shaft supported for rotation; a crank arm mounted to slide therealong; a link connecting the crank arm with said rod; means connected with the hollow piston rod for sliding the crank arm along the rock shaft; means under the control of the rock shaft for establishing exhaust communication between the cylinders; and means for connecting the rock shaft operatively with the engine shaft.

In testimony that I claim the foregoing as my own, I have hereto affixed my signature in the presence of two witnesses.

IRVIN BAKER.

WVitnesses:

SELINA WrLLsoN, Mason B. LAWTON.

copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. G. 

